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usafphantom2 · 2 months

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The Gloster Javelin jet fighter was not as terrible as people say, here’s why…

Hush KitApril 13, 2013

March 27, 2024

We have often knocked the Britain’s Cold War Javelin interceptor as a sluggish mess. For the sake of balance, we asked former Tornado pilot and author Michael Napier to defend Gloster’s ‘Flying Flat-iron’.

Firstly, the Javelin was the first RAF aircraft to be designed from the outset as a night/ all-weather interceptor; all previous night/ all-weather types had been less than ideal modifications of existing day fighters. The Javelin was designed to take-off on a dark and stormy night, intercept enemy aircraft many miles out over the North Sea and then return to an airfield right on the weather limits. To achieve this, it had to be stable enough to fly almost entirely on instruments: it was never intended (or required) to be an air superiority fighter, so comparisons of daytime air combat performance against, say, the Hunter completely miss the point. As an all-weather interceptor the Javelin, which equipped 10 squadrons in Fighter Command in the late ‘50s and early ‘60s, was very effective in role. You wouldn’t want to be flying a Hunter over the North Sea on a dark and stormy night!

Javelin also boasted an iconic – and unique – design in the T-tailed delta. The delta wing was chosen because it combined the best control and stability characteristics at high subsonic speeds. The drawback was that delta wings need a high angle of attack at approach speeds, so the pilot would potentially come out of cloud at decision height and be unable to see the runway because the nose of the aircraft would be in the way. Hence the T-tail: by putting the elevators on top of the tailfin, the whole of the wing trailing edge was free for flaps which would, in turn, lower the nose angle. As a result, the Javelin came in an almost flat attitude during an approach – ideal for bad weather operations. The flying controls feel system introduced a nose down bias at high angles of attack so that the pilot did not stall and spin the aircraft, since, like most subsequent high performance aircraft, a spin was irrecoverable.

As a result of its stability, the Javelin was an excellent gun platform – interestingly two Javelin squadrons beat a Hunter squadron into third place in the Duncan Trophy gun/ciné-weave competition in Germany in 1961. So there, Hunter fans!

The Javelin was the first British front-line aircraft to be armed with guided Air-to-Air missiles (AAM) – the de Havilland Firestreak Infra-Red seeking missile in 1960. As such the Javelin was the pioneer of RAF AAM tactics. It could carry four Firestreaks – that’s four more than a Hunter and twice as many as a Lightning!

One drawback, which I’ll admit to – the Sapphire engines (oops!). Unfortunately, the Sapphire suffered from a condition known as Centreline Closure if they encountered super-cooling conditions – basically inside a thick cloud in the tropics. The engine outer casing shrunk rapidly as it cooled and squeezed the compressor blades so that they could no longer move. A number of aircraft were lost when the engines seized explosively in cloud. The simple remedy was to coat the compressor blades with ‘Rockide’ an abrasive substance that enabled the blades simply to rub themselves free if the engine casing contracted onto them! A simple fix.

Sometimes people also criticise the reheat system on the Sapphires, but that is not to understand how and why it was designed. The reheat was intended as a low-cost “fix” to restore the high-level performance of the aircraft with missiles (a draggy fit) to that of the original guns-only FAW7. Rather than designing a completely new fuel system to incorporate a reheat feed (which would have been excessively expensive), the reheat in the Javelin was designed around the excess high pressure fuel that was delivered to the engine core, but not needed at altitudes above 20,000ft. Rather than returning this fuel back to the tanks (which happened on pretty much all other aircraft types) in the Javelin FAW8 and 9 (as the reheated variants were designated) it could be delivered instead to the reheat, where the extra power was enough to overcome the drag of the missiles and restore the performance to guns-only days. It was not needed (and didn’t work!) at lower levels below 20,000ft.

The Javelin was the pioneer of Air-to-Air Refuelling (AAR) for RAF tactical aircraft. For, although the RAF had belatedly come to look at AAR seriously for the V-Force and carried out several high-profile long-range flights with Valiants, tactical aircraft were not included in AAR operations. This changed in 1960, when the Javelins of 23 Squadron began working with the Valiants of 214 Squadron. Eventually, two units, 23 and 64 Squadrons became AAR capable. Both operated the FAW9 and the AAR probe was attached specifically for AAR sorties. NOTE: some people erroneously think that an FAW9 with a probe was an FAW9R – not so! The FAW9R was fitted with wet pylons that could take under-wing fuel tanks… if you can see an under-wing fuel tank then it’s a FAW9R! Long-range deployments were trialled by 23 Squadron in 1960 when Exercise Dyke saw the deployment of four Javelins to Singapore and during Exercise Pounce the following year, 8 Javelins from 23 and 64 Squadrons deployed to Karachi. These two trials proved the possibility of deploying an entire squadron all the way to Singapore using AAR – something that happened when 64 Squadron moved there in 1964 in response to the Indonesian Confrontation.

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Because of its flexibility and the ability to redeploy swiftly if needed, the Javelin became the RAF’s rapid reaction force. Javelins reinforced Germany during the Berlin Crisis in 1961 (in addition to the two squadrons already out there), Cyprus in 1963 and Zambia (during the Rhodesian UDI) in 1965… and, of course Singapore as already mentioned.

In short, the Javelin was the backbone of RAF Fighter command in the late 1950s and early 1960s and proved to be a flexible and effective interceptor. It was the pioneer of techniques and tactics for both AAMs and AAR in the RAF and the Lightning and Phantom benefitted hugely from the work carried out by the Javelin squadrons that preceded them. It was also the first aircraft to be called when crises erupted around the world and once again proved most capable wherever it was sent. So – the Javelin played a major, and very successful, part in the development of jet fighter aircraft in the RAF and ought to be remembered in that light.

Michael Napier is the author of the

Gloster Javelin: An Operational History

@Hush_kit via X

#javelin #raf #interceptor #cold war aircraft

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materialsscienceandengineering · 11 months

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Aviation's huge carbon footprint could shrink significantly with electrification. To date, however, only small all-electric planes have gotten off the ground. Their electric motors generate hundreds of kilowatts of power. To electrify larger, heavier jets, such as commercial airliners, megawatt-scale motors are required. These would be propelled by hybrid or turbo-electric propulsion systems where an electrical machine is coupled with a gas turbine aero-engine. To meet this need, a team of MIT engineers is now creating a 1-megawatt motor that could be a key stepping stone toward electrifying larger aircraft. The team has designed and tested the major components of the motor, and shown through detailed computations that the coupled components can work as a whole to generate one megawatt of power, at a weight and size competitive with current small aero-engines. For all-electric applications, the team envisions the motor could be paired with a source of electricity such as a battery or a fuel cell. The motor could then turn the electrical energy into mechanical work to power a plane's propellers. The electrical machine could also be paired with a traditional turbofan jet engine to run as a hybrid propulsion system, providing electric propulsion during certain phases of a flight.

#Materials Science #Science #Aircraft #Energy #Electronics #MIT

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techninja · 1 month

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Exploring the Dynamics of the Synthetic Fuels Market: A Sustainable Energy Solution

The Synthetic Fuels Market is rapidly gaining traction as a viable alternative in the quest for sustainable energy sources. With the growing concerns over climate change and the need to reduce carbon emissions, synthetic fuels offer a promising solution. These fuels, also known as e-fuels or renewable fuels, are produced through advanced processes that utilize renewable energy sources such as wind, solar, or hydroelectric power.

One of the primary drivers behind the surge in demand for synthetic fuels is the global shift towards greener energy solutions. Governments, industries, and consumers alike are increasingly recognizing the importance of reducing dependency on fossil fuels and embracing renewable alternatives. Synthetic fuels present a compelling option as they not only offer a cleaner energy source but also provide a pathway to decarbonizing sectors such as transportation, industrial manufacturing, and power generation.

The versatility of synthetic fuels is another factor contributing to their growing popularity. Unlike traditional fossil fuels, synthetic fuels can be easily integrated into existing infrastructure without the need for significant modifications. This means that vehicles, aircraft, and machinery powered by gasoline or diesel can seamlessly transition to synthetic fuels without compromising performance or efficiency. Additionally, synthetic fuels can be tailored to meet specific energy needs, offering a customizable solution for various applications.

Moreover, advancements in technology have significantly improved the efficiency and cost-effectiveness of synthetic fuel production. Innovative processes such as Power-to-Liquid (PtL) and Gas-to-Liquid (GtL) have made it possible to produce synthetic fuels on a commercial scale, driving down production costs and increasing accessibility. As a result, synthetic fuels are becoming increasingly competitive with conventional fossil fuels, further fueling their adoption across different sectors.

The transportation industry stands to benefit significantly from the widespread adoption of synthetic fuels. With concerns over air quality and emissions regulations becoming more stringent, many vehicle manufacturers are exploring alternative fuel options to meet regulatory requirements and consumer demand for greener transportation solutions. Synthetic fuels offer an attractive alternative, providing a bridge between conventional combustion engines and future zero-emission technologies such as electric vehicles and hydrogen fuel cells.

In addition to transportation, synthetic fuels find applications in other sectors such as power generation and industrial manufacturing. The ability to produce clean, reliable energy from renewable sources makes synthetic fuels an appealing choice for companies seeking to reduce their carbon footprint and meet sustainability targets. Furthermore, synthetic fuels offer energy security benefits by reducing reliance on imported oil and mitigating the geopolitical risks associated with fossil fuel dependence.

Looking ahead, the Synthetic Fuels Market is poised for significant growth as the world transitions towards a low-carbon economy. With ongoing advancements in technology, coupled with increasing environmental awareness and regulatory pressures, the demand for synthetic fuels is expected to soar in the coming years. As governments and industries continue to invest in renewable energy solutions, synthetic fuels are well-positioned to play a crucial role in shaping the future of energy production and consumption.

#energy #sustainability #renewable fuels #e-fuels #carbon emissions #alternative energy #transportation #industrial applications

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famousnerdtragedy · 2 months

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Wings of Desire: The Love Story of Rooster and Maverick's Daughter

As the sun dipped below the horizon, casting a warm glow over the naval base, Lieutenant Isabella(Bella) Mitchell strolled along the tarmac, her heart racing with anticipation. The daughter of the legendary Maverick Mitchell, she had grown up amidst the roar of jet engines and the scent of aviation fuel. But today was different. Today, she was about to meet someone who would change everything.

Rooster Bradshaw, son of the late Nick "Goose" Bradshaw, was standing by his F-14 Tomcat, a cocky grin on his face as he watched Bella approach. His eyes sparkled with mischief, a trait inherited from his father, as he took in the sight of the stunning woman before him.

"Hey there, Lieutenant," Rooster called out, his voice tinged with excitement. "Ready to take to the skies?"

Bella smiled, her pulse quickening at the thought of flying with Rooster. Despite their competitive banter and occasional clashes, there was an undeniable chemistry between them that neither could ignore.

"Always," she replied, her eyes gleaming with determination. "But I warn you, I won't go easy on you up there."

Rooster chuckled, a thrill coursing through him at the challenge. "I wouldn't expect anything less."

With practiced ease, they climbed into the cockpit of the sleek fighter jet, their bodies fitting together as if they were made for each other. As the engines roared to life, Bella felt a rush of adrenaline unlike anything she had ever experienced.

"Let's show them what we're made of," Rooster said, his voice filled with confidence.

With a nod, Bella took control of the aircraft, her hands steady as she guided them into the sky.

The sensation of speed and freedom enveloped them, their laughter mingling with the roar of the wind.

For hours they soared through the clouds, executing daring maneuvers with precision and skill. Each twist and turn brought them closer together, their bond growing stronger with every passing moment.

As the sun began to set, casting a golden glow over the horizon, Rooster guided the jet towards the deserted beach below. With a soft thud, they landed on the soft sand, their hearts racing with exhilaration.

Stepping out of the cockpit, Bella turned to face Rooster, her breath catching in her throat as she took in the sight of him. In the fading light, he looked more handsome than ever, his eyes smoldering with desire.

Without a word, Rooster closed the distance between them, his hands reaching out to cup her face as he pressed his lips to hers in a searing kiss. Bella responded eagerly, her body melting into his as their passion ignited like wildfire.

Their hands roamed feverishly over each other's bodies, fumbling with buttons and clasps as they shed their uniforms with reckless abandon. In the heat of the moment, there was no room for doubt or hesitation, only the primal need to be consumed by each other.

As they tumbled to the ground, their naked bodies entwined in a frenzy of desire, Bella felt a wave of ecstasy wash over her, consuming her in its fiery embrace. In that moment, there was only Rooster, his touch sending shivers of pleasure coursing through her veins as they became lost in each other's arms.

Under the cover of darkness, they surrendered to the passion that had been building between them for so long, their cries of ecstasy drowned out by the crashing waves and the pounding of their hearts.

And as the first light of dawn broke across the sky, painting the world in shades of pink and gold, Bella knew that she had found her wings in the arms of the man she loved. Together, they would soar to new heights, their love as boundless as the sky itself.

#fanfiction #top gun maverick #x reader #reading #love #fandom

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forgingsandcastings · 4 months

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Excellence in Non-Ferrous Forging & Casting in India

Non-ferrous forging and casting have emerged as critical processes in the manufacturing landscape, contributing significantly to India's industrial prowess. With a focus on metals like aluminum, copper, brass, and bronze, the country's expertise in non-ferrous forging and casting has reached new heights. Let's explore the excellence that India brings to these essential metallurgical processes.

Non-ferrous forging in India is marked by precision and skill, as manufacturers leverage advanced techniques to shape metals into components with superior mechanical properties. The forging process involves applying heat and pressure to mold metals into desired forms, enhancing their strength and durability. Indian forging facilities are equipped with state-of-the-art technology, ensuring the production of high-quality components that meet international standards.

Casting, another integral part of non-ferrous metal processing, is equally impressive in India. Foundries across the country use advanced casting methods to create intricate and complex shapes from molten non-ferrous metals. The attention to detail in the casting process is evident in the precision components that are vital to various industries.

Industries such as automotive, aerospace, and electronics in India benefit significantly from the excellence in non-ferrous forging and casting. The automotive sector, for instance, relies on these processes for manufacturing engine components, transmission parts, and lightweight structural elements. The use of non-ferrous metals contributes to fuel efficiency and sustainability, aligning with global trends.

In the aerospace industry, where precision and reliability are paramount, non-ferrous forging and casting play a crucial role. Components like aircraft engine parts and structural elements are crafted with meticulous attention to detail, ensuring the highest standards of performance and safety.

The electronics industry in India also reaps the rewards of non-ferrous forging and casting. The superior thermal conductivity of non-ferrous metals makes them ideal for applications such as heat sinks and connectors. The corrosion resistance of these metals ensures the longevity of electronic components in various environments.

As India continues to position itself as a global manufacturing hub, the excellence in non-ferrous forging and casting becomes a cornerstone of its industrial success. The commitment to quality, technological advancement, and sustainability places India at the forefront of non-ferrous metallurgy, contributing to the growth and competitiveness of its industries on the world stage. The journey of excellence in non-ferrous forging and casting in India is undoubtedly a testament to the nation's capabilities in shaping the future of manufacturing.

#metal forging #forging #casting #non ferrous

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flowerzf4ryou · 8 months

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THE PROLOGUE BABYYYYY

It started out as a normal day, like any other day before. The sky was blue, the sun was out and shining, birds were in the trees, and the skyscraping electrical fences were jolting shocks of bright electricity, a warning for those thinking about escaping the confines of the city.

The hustle and bustle of the streets were loud: people walking to and from jobs and errands, cars zooming past, puffing smoke plumes of fuel into the air.

I didn’t think much of the large aircraft entering through the sky entrance of The Fence, but I know now I should have.

It wasn’t a shocking sight, the aircraft. They came and went, delivering goods and such throughout the fenced-in cities of New Canada. This one was different, however. It was painted with the emblem of our captors.

I grew up being taught not to question things, not to fear The Competition, that it would never reach our cities. I believed every lie that was whispered to me.

They weren’t too populated and were the biggest import sites for North America’s goods, so I didn’t see any reason to worry.

Now I wish I did. Now I wish I cared.

I had spent the prior 4 years in juvenile detention. I was caught mingling with gang violence, so I hadn’t heard The Competition spread to our area.

It was exactly 9:00 AM when I heard the alarms go off, the officers gathering us all into the square, and the large television displays being propped up onto a massive makeshift stage.

I clenched my fists as he walked onto the stage. The host everyone dared to speak the name of, The host of The Competition.

Chris Mclean.

“Welcome to the drawing of The Contestants! We will be drawing names of 3 of you all here, regardless of Gender. Though you must be over the age of 16 and under the age of 25. Are we ready?!”

Cheers and booing rose from the crowd.

“For the first person…” He pulled out a small tablet, tapping a few buttons. “Ohohoh! It’s his lucky day, he just got out of prison!”

I froze.

"Duncan Jackel!"

I heard my name called on the loudspeaker as the cameras panned to my face. I had been in enough mugshots and news articles to clear my face of all emotions, but I couldn’t stop my body from making the small vibrations of anxiety when I heard my name, Chris reaching his hand out, beckoning me up to the stage. I moved to the steps, as what looked like bodyguards grabbed me by the shirt collar, putting me into my place on the stage. A certificate was put into my hands. The rest was a blur. The names being called were muffled and barely audible over the tinnitus.

"Cody Anderson, Courtney Kate"

I clenched my arm with the other hand, forcing myself to be calm. Why? Why was I chosen?

It was random. That was why. The drawing was random, and the names were random. They were not hand-picked.

I felt a hand on my shoulder. The girl. Light brown hair, a pretty face, and pretty eyes..

"Are you okay?" What was your name, Duncan?"

I couldn’t respond. I had no voice. It had left me. My breathing was shaky, and my face was wet. I couldn’t let them see my panic. I nodded my head, despite it being obviously a lie. Chris’ obnoxious, noticeable voice ripped through my thoughts.

"Alright Contestants! Everyone, follow me, and we’ll get you on the plane!"

Plane..? They haven’t used planes since the cities were built. How did Chris get a plane?

The other boy, lanky and short with mid-chestnut wavy hair, put a reassuring hand on my arm.

"You look really nervous. It’ll be okay. You don’t have to do much to get through the beginning challenges."

What was his name? Cody? I nodded, shrugging him off of me rather rudely, though I didn’t mean it that way.

The plane wasn’t old and rugged like I had expected, but rather fancy and new. The interior was well furnished, with dishes for each of us laid out on a small table.

The brown-haired girl, Courtney, took her spot in the seat with her back to the wall, with Cody taking the one to the left.

"Come on, Duncan, it’s not like it’s poison. They wouldn’t kill us before the competition."

The girl had an edge to her voice that I didn’t like. It made me angry to hear my name come out of her mouth. I rolled my eyes, sitting down on the side across from Cody, guessing the fourth spot was for Chris.

I looked down at the food. Pieces of roasted chicken were laid out with carrots and peas, garnished with some kind of white sauce. No one in this city ever ate this good. We were lucky if we got a piece of bread without mold on it.

I take the first bite. Sweet but savory and juicy, nothing like I’ve ever had before. The only chicken we were able to get our hands on was dry and tasteless.

The sound of Cody scarfing down his food knocked me out of my trance, and I looked up to see Courtney giving him a disgusted look. Unfortunately, I didn’t have an appetite to begin with. I set the fork down, sliding my plate over to him, who was more than happy to have it.

“Alright Contestants. I know it might be hard, without even being able to say goodbye to your loved ones-” I didn’t care. I didn’t have any family or friends. “-but it is an honor to be chosen for The Competition! You’ll be representing your area!”

So they didn’t do it by city, they did it by area. Courtney gave Chris a side eye, scoffing.

“Love the look there Courtney, don’t worry, I’ll wipe it off your face by the time we get to camp.”

He’d chuckle, patting her on the shoulder. She scowled in response.

“I’ll get my lawyers on you I swear.”

The rest of the plane ride after dinner was uneventful and quiet. My perfect setting. The sound of the engine and wind hitting the hull eventually lulled me to sleep.

When I awoke, Courtney was bickering with Chris about something with Lawyers. He eventually got her to be quiet, though my waking brain couldn’t process what he said.

“So.” I hadn’t spoken to anyone since I was released from juvie, and my voice was scratchy and groggy. Everyone turned their attention to me, Chris giving me a sly smile.

“When are we landing?”

I tried to appear calm and collected, leading my hands down to my shorts pockets, letting my body rest in a cool stance.

“Lovely, the emo can speak!”

I never wanted to punch a middle aged man so much in my life, and I’ve punched quite a few up until this point.

“I’m not emo. It’s a style called punk.” I muttered, not intending him to hear it.

“Well mister punk, we’ll be landing in a few minutes from now, so I would get your stuff together.” He said with a chuckle that showed he clearly didn’t care.

“What stuff!? You didn’t let us collect anything!” Courtney jumped in, waving her arms sporadically like a toddler throwing a tantrum.

“Alright calm down, you’ll receive everything you’ll need when we get there.”

He’d leave the cabin through a door to the cockpit, it beeping locked behind him.

“I’m going to call my lawyers the first chance I get.” She’d sit down with a grunt.

I looked at my surroundings. The table had been cleaned up since I fell asleep, and Cody was still napping in the seat behind the one I was in.

The sun was starting to set, leaving a pink to purple light over the clouds and wings of the plane.

We were already starting to descend, the ocean getting closer and closer to us. Ocean? Why were we over an ocean? The Competition must have been on an island this year.

I’d sit back down, Courtney’s complaining falling into the background as I zone out, gazing at the sun’s wavering reflection on the sea as it sank below the horizon.

Eventually, we reached the runway. It was short and the plane came to a crashing halt. We were escorted out by a tall dark-skinned, tough-looking army man, though dressed in a chef’s hat and apron.

He led us to a small clearing that looked out to the sea, a small pier lining the edge of the island. In the clearing was a large group of other competitors and two cabins. They looked at us as we joined them, Chris setting out a lawn chair. He’d stand on it holding a megaphone.

His voice rang out loud and clear across the whole island, and clearly to the viewers watching from hidden cameras.

“Welcome, to The Competition!”

#total drama duncan #total drama #original au #alternate universe #prologue #fan fiction

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crj-200 · 2 years

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🌻

Embraer ERJ family

The Embraer ERJ family (for Embraer Regional Jet, model names EMB-135, EMB-140 and EMB-145) are regional jets produced by Brazilian aerospace company Embraer. The EMB145 was launched in 1989 as a turbofan-powered stretch of the EMB 120 Brasilia turboprop. It first flew on August 11, 1995, and it received its type certificate on December 10, 1996. The ERJ145 was introduced on April 6, 1997, and the shortened ERJ135 and ERJ140 were introduced in 1999.

Keeping the three-abreast seating of the Brasilia, the twinjet has a new swept wing and is powered by two rear-fuselage-mounted AE3007 turbofans for a range up to 2,000 nmi (3,700 km). The series includes the ERJ135 (37 passengers), ERJ140 (44 passengers), and ERJ145 (50 passengers), as well as the Legacy 600 business jet and the R-99 family of military aircraft. The family's primary competition came from the similarly sized Bombardier CRJ100/200 regional jets. Production ended in 2020 after 1,231 were built.

Development

The ERJ145 was designed for a perceived new market for regional jet aircraft, where the increased speed, comfort and passenger appeal would outweigh the inherent fuel economy of the turboprop aircraft which were in service and in development.[3]

Early design

The 45–48 seat EMB145 was launched at the Paris Air Show in 1989 as an 18 ft (5.5 m) stretch of the EMB 120 Brasilia developed for $150M plus $50M for training and marketing, one third the cost of the cancelled Short Brothers FJX project.[4] Its $11M unit cost would have been $3M less than the Canadair CRJ.[4] The 400 kn (740 km/h) jet would be powered by GE/Garrett CFE738s, Lycoming ALF 502s or Rolls-Royce plc/Allison Engine AB580s turbofans, to be selected in the summer of 1989.[4] It was targeted for a late 1992 introduction with six produced then ramping to 60 per year in 1995.[4] It aimed for half of a market for 1000 with break-even after twelve years with 400 sold.[4]

Keeping 75% of the Brasilia parts and systems, the EMB145 Amazon aimed for a 1991 first flight.[5] The stretch resulted from two 11 ft (3.4 m) plugs of the 7 ft 6 in (2.29 m) diameter fuselage in the front and behind the redesigned 538 sq ft (50.0 m2) wing.[5] Its supercritical airfoil with a 14% root thickness had its chord extended at the leading edge with a slight sweepback, increased aspect ratio and winglets.[5] The overwing podded engines generated 6,400 lbf (28 kN) of thrust.[5] Designed for 500–600 nmi (930–1,110 km) stages, up to 1,400 nmi (2,600 km) with a reduced payload, it had a 36,375 lb (16,500 kg) maximum takeoff weight (MTOW) and a 21,045 lb (9,546 kg) operating empty weight.[5]

Engine selection

In early 1990, no engine supplier willing to share the risk of the $250 million development was yet selected.[6] The Allison GMA3007 was selected in March 1990, with a maximum 40 kN (7,100 lbf) take-off thrust and growth capability to 45 kN (10,000 lbf), first flight was then due in September 1991.[7] Rolls-Royce could participate in the fan and low-pressure turbine, its original responsibility on the RB.580 joint development.[7] By May, it had 296 commitments from 19 operators, and was seeking external finance.[8] In June, maiden flight was expected by the end of 1990 before mid-1993 deliveries for $11.5 million each, cabin pressurisation was increased to 0.55 bar (8.0 psi) from the Brasilia 0.48 bar (7.0 psi).[9]

Following the engine selection, design was revised: length decreased from 27.08 to 26.74 m (88.8 to 87.7 ft), span increased from 22.37 to 22.49 m (73.4 to 73.8 ft), aspect ratio to 9.3 from 9.2.[10] MTOW rose from 16,500 to 18,500 kg (36,400 to 40,800 lb), basic operating weight from 9,560 to 10,940 kg (21,080 to 24,120 lb), maximum fuel from 3,900 to 4,210 kg (8,600 to 9,280 lb) and payload from 4,500 to 5,160 kg (9,920 to 11,380 lb).[10] wing loading increased from 330 to 370 kg/m2 (68 to 76 lb/sq ft), time-to-climb to FL400 gained 5 min to 30 min and maximum cruise rose from 405 kn (750 km/h) to 428 kn (787 km/h) at FL360.[10] First delivery in 1993 was slated to Comair, which ordered 60.[10] In November 1990, a major reduction in Brazilian government spending, which held 61% of its voting share, resulted in Embraer sacking 32% of its 12,800 employees and suspending development of the EMB-145 for six months.[11]

Revised design

In March 1991, a revised configuration started wind tunnel testing: the quarter chord wing sweep increased to 22.3° with underslung engines for lower aerodynamic drag. This reduced the span by almost 2 to 20.5 m (6 ft 7 in to 67 ft 3 in), reducing its aspect ratio from 9.3 to 8.4 and wing area from 50 to 47 m2 (540 to 510 sq ft). The semi-monocoque wing has two main and one auxiliary spar and holds 4,500 kg (9,900 lb) of fuel, it has double-slotted fowler flaps and spoilers. To accommodate the underwing engines, the landing gear is longer, allowing using jetways, and the fuselage was lengthened from 25.8 to 26 m (85 to 85 ft).[12]

In June 1991, the Brazilian Government loaned $600 million to Embraer and in July the programme was re-evaluated while tooling was 80% complete.[13] By November 1991, Embraer was still looking for partners to share the risk of the $350 million project, hoping to obtain Government approval by the end of the year.[13] Sold at $12 million with an all-digital cockpit and 31.8 kN (7,100 lbf) engines, it had letters of intent for 337 units.[13] First flight slipped to 1992 and certification for late 1993.[13]

Definitive design

After re-evaluation late in 1991, the layout was again revised with two rear-fuselage-mounted engines, and a Mach 0.8 cruise speed would be tested in the wind tunnel.[14] Seat pitch is 79 cm (31 in). A further stretch to 50–55 passengers is limited by a 12° rotation angle.[14] Embraer continued to look for partners to share the $350 million development as first flight was expected for late 1994.[14] In December 1994, Embraer was privatised for 80% to Brazilian and US investors while 20% was kept by the Brazilian Government.[15]

The definitive ERJ145 first flew on August 11, 1995, with 18 firm orders, 16 options and 127 letters of intent.[15] A 1,300h flight-test programme for the prototype and three pre-series aircraft (excluding two ground-test airframes) was planned within 13 months for certification in the third quarter of 1996, before deliveries in the fourth quarter of 1996 to launch customer Flight West.[15] The $14.5 million aircraft is developed with risk-sharing partners including Spain's Gamesa producing the wing; Chile's Enaer for the tail; and the USA's C&D Interiors equipping the cabin.[15] The standard maximum ramp weight is 19,300 and 20,300 kg (42,500 and 44,800 lb) for the extended-range, it is fitted with Honeywell Primus 1000 integrated avionics.[15]

The estimated $300 million development cost is divided between Embraer for 34%, risksharing partners for 33% (including Belgium's SONACA supplying centre and rear fuselage sections, doors, engine pylons and wing leading-edges), long-term loans from Brazilian development-funding institutions for 23% and participating suppliers for 10%.[16] On both 370 km (200 nm) hubfeeder and 1,100 km hub-bypass sectors, the EMB145 was expected to offer lower operating costs than the similarly priced Saab 2000 high-speed turboprop and the CRJ.[16] Its $15 million price was $4 million lower than the CRJ.[17]

The Flight Test campaign took four aircraft: S/N 801, PT-ZJA, S/N 001, PT-ZJB, S/N 002, PT-ZJC and S/N 003, PT-ZJD. Only S/N 003 was fitted with passenger seats and had no FTI (flight test instrumentation) and was used for functional and reliability tests.

In July 1996, its certification was targeted for October, unit cost was then US$15 million.[18] First delivery was planned for late November, 29 aircraft were to be produced in 1997, 38 in 1998 and at least 48 a year thereafter.[18] Its MTOW could be raised from the standard 19,200 to 20,600 kg (42,300 to 45,400 lb) for an Enhanced Range version.[18] Flight tests allowed to increase its cruise speed to Mach 0.78 from 0.74, and showed fuel economy was 7% better than predicted.[19] Before the Summer 1996 Farnborough Airshow, Embraer held 62 firm orders and 218 options.[20]Continental Express then purchased 25 EMB145s and took 175 options.[21] More than 50 seats would need a wider fuselage for four-abreast seating, an enlarged wing and a more powerful turbofan.[22]

It was approved by the FAA on December 10, 1996.[23]

Embraer delivered 892 units of all variants through 2006, and predicted that another 102 units would be delivered in the 2007–2016 time period.[24]

Production in China

In 2003, Embraer entered a partnership with the Harbin Aircraft Industry Group of Harbin, China. The resulting joint-venture company Harbin Embraer Aircraft Industry began producing the ERJ145 for the Chinese market by assembling complete knock down kits prepared by other worldwide Embraer operations. Last delivery was in March 2016; more than 40 ERJ145 and 5 Embraer Legacy 650 were assembled.[25]

Shortened versions

Embraer has introduced two shortened versions of the ERJ145. All three aircraft share the same crew type rating, allowing pilots to fly any of the three aircraft without the need for further training.

The ERJ140 is 1.42 metres (4.7 ft) shorter, seating 44 passengers, and has 96% parts commonality with the ERJ145. The only significant changes are a shorter fuselage, a slightly derated engine and an increased range. The ERJ140 was designed with fewer seats in order to meet the needs of some major United States airlines, which have an agreement with the pilots' union to limit the number of 50-seat aircraft that can be flown by their affiliates. At launch, Embraer estimated the cost of an ERJ140 to be approximately US $15.2 million. The estimated cost of development of the ERJ140 was US $45 million.

The ERJ135 is 3.54 metres (11.6 ft) shorter, seating 37 passengers, and has 95% parts commonality with the ERJ145. The first ERJ135 entered service in 1999.

Design

The airframe is mainly stretched, machined and chemically milled aluminium, with CFRP for moving parts, GFRP for fairings and sidewalls, kevlar for leading edges and Nomex honeycomb-CFRP/GFRP sandwiches for floors.[16]

Engine

The EMB145 family of aircraft generally comes equipped with two Rolls-Royce AE 3007 series turbofan engines. The engines have a bypass ratio of 5:1. The engines are controlled by two Full Authority Digital Engine Controls (FADEC). The FADECs control virtually all aspects of the engine and send engine data to be displayed on the EICAS for the pilot.

Avionics

The Embraer ERJ145 family of aircraft typically comes equipped with the Honeywell Primus 1000 avionics suite. The suite normally consists of five CRT display units (DUs) or screens. From left to right, the system consists of a Primary Flight Display (PFD), Multi-Function Display (MFD), Engine Indication and Crew Alerting System (EICAS), Multi-Function Display (MFD) (Co-pilot) and Primary Flight Display (PFD) (Co-pilot). The DUs are normally CRTs but can be upgraded to lighter LCD displays. These upgraded DUs also have added functionality.

Operational history

The first delivery was in December 1996 to ExpressJet Airlines (then the regional division of Continental Airlines flying as Continental Express). As of August 2021, the largest operatoris CommutAir which serves as United Express under United Airlines, with 165 ERJ145 aircraft.[26]

The ERJ140 was introduced in September 1999, first flew on June 27, 2000, and entered commercial service in July 2001. Envoy Air, the regional jet subsidiary of American Airlines flying as American Eagle, operated the majority of the ERJ140s built, including the first to be delivered (N800AE) but have since retired their ERJ140 fleet in mid-2020. As of early 2005, 74 ERJ 140s had been delivered. This version is marketed as ERJ140, but on the company's internal documents and on Federal Aviation Administration certification, the version is designated EMB 135KL. In March 2007 ExpressJet entered into a short-term agreement to operate some regional routes for JetBlue Airways using its ERJ145 aircraft.

In May 2017, the ERJ135 was leased $33,000 to $43,000 per month ($396,000 to $516,000 per year) and the ERJ145 $38,000 to $55,000 per month ($456,000 to $660,000 per year).[27]

As of 18 March 2018, the Embraer ERJ family was involved in 24 incidents for 8 hull losses without any fatalities.[28]

Variants

Civilian models

• ERJ135ER – Extended range, although this is the baseline 135 model. Simple shrink of the ERJ145, seating thirteen fewer passengers, for a total of 37 passengers.

• ERJ135LR – Long Range – increased fuel capacity and upgraded engines. Launch customer of Belgium Air Force.

• ERJ135KL

• ERJ140ER – Simple shrink of the ERJ145, seating six fewer passengers for a total of 44 passengers.

• ERJ140LR – Long Range (increased fuel capacity (5,187 kg) and upgraded engines. Launch customer of American Eagle. (Envoy)

• ERJ145STD – The baseline original, seating for a total of 50 passengers.

• ERJ145EU – Model optimized for the European market. Same fuel capacity as 145STD (4,174 kg) but an increased MTOW 19,990 kg

• ERJ145ER – Extended Range, although this is the Baseline 145 model.

• ERJ145EP – Same fuel capacity as 145ER (4,174 kg) but an increased MTOW 20,990 kg. Launch Customer of Flybmi.

• ERJ145LR – Long Range – increased fuel capacity (5,187 kg) and upgraded engines. Launch customer of CommutAir.

• ERJ145LU – Same fuel capacity as 145LR (5,187 kg) but an increased MTOW 21,990 kg.

• ERJ145MK – Same fuel capacity (4,174 kg), landing weight (MLW) and MTOW as in the 145STD, but a changed MZFW (17,700 kg).

• ERJ145XR – Extra-long Range, numerous aerodynamic improvements, including winglets, strakes, etc. for lower cruise-configuration drag; a ventral fuel tank (aft location) in addition to the two main larger capacity wing tanks (same tanks as in the LR models); increased weight capacity; higher top speed and up-rated engines. Launch customer of United Express.

• Legacy 600 (EMB135BJ) – Business jet variant based on the ERJ135.

• Legacy 650 (EMB135BJ) – Business jet variant based on the Legacy 600 with increased range.

• Harbin Embraer ERJ145 – joint venture with Harbin Aircraft Manufacturing Corporation.

The physical engines are the same (Rolls-Royce AE 3007), however, the FADEC (Full Authority Digital Engine/Electronic Control) logic is what differs between the various models in regards to total thrust capability.

The extended range version, the ERJ 145ER, has Rolls Royce AE 3007A engines rated at 31.3 kN(7,036 lb) thrust, with the option of more powerful AE 3007A1 engines. A, A1, A1P models are mechanically identical but differ in thrust due to variations in FADEC software. The A1E engine, however, has not only new software, but significantly upgraded mechanical components.

The long-range ERJ 145LR aircraft is equipped with Rolls Royce AE 3007A1 engines which provide 15% more power. The engines are flat rated at 33.1 kN (7,440 lb) thrust to provide improved climb characteristics and improved cruise performance in high ambient temperatures.

The extra-long-range ERJ 145XR aircraft is equipped with Rolls-Royce AE 3007A1E engines. The high performance engines provide lower specific fuel consumption (SFC) and improved performance in hot and high conditions. The engines also yield a higher altitude for one-engine-inoperable conditions."[29][unreliable source?] CommutAir is the only operator of the ERJ 145XR. February 2011 Embraer presented its new EMB-145 AEW&C for India.

Despite the multiple variants, pilots need only one type rating to fly any variant of the ERJ aircraft. Companies like American Eagle utilizes this benefit with its mixed fleet of ERJ135ER/LR and ERJ145EP/LR/XR. Shared type-ratings allow operators to utilize a single pilot pool for any ERJ aircraft.

Military models

• C-99A – Transport model

• EMB 145SA (R-99A) – Airborne Early Warning model

• EMB 145RS (R-99B) – Remote sensing model

• EMB 145MP/ASW (P-99) – Maritime patrol model

• EMB 145H (Hellenic Air Force) – Airborne Early Warning model

• EMB 145I (Indian Air Force) – Airborne Early Warning model

Civilian operators

As of October 2020, the main civilian operators

• Trans States Airlines: 30 Retired

• ExpressJet Airlines: 140 Launch customer

• Western Air : 7

• CommutAir: 30

• Envoy Air: 80 Launch customer of ERJ-140LR.

• Piedmont Airlines: 57

• Airlink: 28

• Loganair: 15

• Air Hamburg: 16

• JSX: 23

• Star Air (India): 5

• Belgium Air Force: 2 Launch customer of ERJ-135LR.

• Flybmi: 24 Launch customer of ERJ-145EP.

• Cronos airlines: 6

Military operators

🇦🇴 Angola

• Angolan Air Force

🇧🇪 Belgium

Belgian Air Component (operated two ERJ135 and two ERJ145 between 2001 and 2020 in passenger transport and VIP roles)

🇧🇷 Brazil

• Brazilian Air Force

• Brazil Federal Police

🇨🇴 Colombia

• Colombian Air Force

• SATENA

🇪🇨 Ecuador

• Ecuadorian Air Force

🇬🇷 Greece

• Hellenic Air Force

🇮🇳 India

• Indian Air Force (Operates 3 ERJ135 as VIP transport and ERJ145 as AEW&CS)

• Border Security Force

🇲🇽 Mexico

• Mexican Air Force

🇵🇦 Panama

• Panamanian Presidential Air Guard

🇹🇭 Thailand

• Royal Thai Army

• Royal Thai Navy[30]

Accidents

The ERJ-135/140/145 has been involved in 26 aviation accidents and incidents,[31] including 8 hull losses,[32] which resulted in zero fatalities.[33]

Hull losses accidents[32]

11 Feb 1998 | ERJ-135 | ExpressJet for Continental Express | 0 | USA, Beaumont-Jefferson County Airport | Crashed on takeoff during a training flight: the left wing stalled after the incorrect application of rudder during a V1 cut maneuver.[34]

18 Jan 2003 | ERJ-135LR | American Eagle Airlines | 0 | USA, Columbus-Port Columbus International Airport

5 May 2010 | ERJ-145LR | SATENA | 0 | Colombia, Mitú-Fabio Alberto León Bentley Airport

25 Aug 2010 | ERJ-145LU | Passaredo Linhas Aéreas 0 Brazil, Vitória da Conquista Airport | Crash-landed on approach: touched-down short of the runway and stopped away from the runway.[36]

28 Apr 2011 | ERJ-145EP | Dniproavia | 0 | Russia, Moscow-Sheremetyevo Airport

Specifications

Variant ERJ135LR[38][39] | ERJ140LR[40][41] | ERJ145XR[42][43]

Crew 3 (2 pilots + flight attendant)

Length 26.34 m (86 ft 5 in) | 28.45 m (93 ft 4 in) | 29.87 m (98 ft 0 in)

Wing span 20.04 m (65 ft 9 in)

Wing 51.18 m2 (550.9 sq ft) area, aspect ratio 7.9, supercritical airfoil[44]

Height 6.76 m (22 ft 2 in)

MTOW 20,000 kg (44,092 lb) | 21,100 kg (46,517 lb) | 24,100 kg (53,131 lb)

BOW 11,501 kg / 25,355 lb | 11,808 kg / 26,032 lb | 12,591 kg / 27,758 lb

Max payload 4,499 kg (9,918 lb) | 5,292 kg (11,666 lb) | 5,909 kg (13,027 lb)

Fuel capacity LR: 4,499 kg (9,919 lb), XR: 5,973 kg (13,168 lb)

Engines (2x) AE 3007-A1/3 | AE 3007-A1/3 | AE 3007-A1E

Takeoff Thrust A1/3 : 33.71 kN / 7580 lbf; A1E: 39.67 kN / 8917 lbf[45]

Maximum cruise Mach 0.78 (450 kn; 833 km/h) / 145XR: Mach 0.8 (461 kn; 854 km/h)

Service ceiling 37,000 ft / 11,278m[a]

Range 1,750 nmi (3,240 km) | 1,650 nmi (3,060 km) | 2,000 nmi (3,700 km)

a. ^ 6,100 m (20,013 ft) on one engine[46]

Avionics[46]

• Primus 1000 colour weather radar

• Dual digital ADCs

• Dual AHRS

• TCAS and GPWS standard with FMS/GPS optional

• HUD for Cat III landing from 2000

Further Reading

• Official website

• Gerard Frawley. "Aircraft Technical Data & Specifications > Embraer ERJ-145". The International Directory of Civil Aircraft – via Airliners.net.

• "The accident involving the aircraft ERJ-145, Registration PT-SPE" (Press release). Civil Aviation Department of Brazil. 22 January 1999. Archived from the original on 9 February 2005.

• Endres, Gunter and Gething, Mike (2002). Aircraft Recognition Guide (2nd ed.). New York: Harper Collins. ISBN 0-00-713721-4.

• China Southern Airlines, Embraer China (June 29, 2004). "China Southern Takes Delivery of Two ERJ 145 Regional Jets; Built in China, the Embraer Aircraft Joins China's Largest Fleet" (Press release).

• "Commercial transport update - Status of programs". Aviation Week & Space Technology. 29 October 2007. pp. 63–66.

• Embraer (22 February 2011). "Embraer unveils the first EMB-145 AEW&C for the Indian Government" (Press release).

#you asked lol #planes #nessie posting

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foxfostertech · 2 years

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The First Flying Car Came To Reality

About 60 or 70 years ago when people were asked to imagine, how the year 2020 would look?… People imagine futuristic cities, people having hoverboards, cars flying in the sky…!

Flying cars would have become reality, but unfortunately, it didn’t happen. Reality of today is traffic jams unlike what people thought about the world.

But a flying car is a thing which is slowly-slowly becoming a reality. Today in 2022, accompany in Slovakia successfully tested an actual flying car. This is not a dream for the future, it is reality now.

Let's Understand This Technology….

If you haven’t noticed lately, we are living in the future, but there is still one thing that is conspicuously absent. Where are the flying cars? I was promised flying cars…! I don’t see any flying cars. why? why? Would there ever be an aircraft where you can just jump in and be able to take off and fly wherever we want to…?

History Of Flying Cars

Reading this, it feels like a flying car is something really futuristic, but people had started to make one about 100 years ago.

Auto Plane Flying Car

In 1917, saw the first attempt at building a flying car or perhaps a roadable aeroplane, an aeroplane that can navigate roads too, it was named the AUTO PLANE. This was built by Glenn Curtis. It was given the title “limousine of the year”, but was the flying car actually able to fly? It is said that when they tried to fly, it lifted off the ground but unfortunately it wouldn’t fly properly. So, the autoplane attempt also didn’t succeed.

Aerobile Flying Car

After this, we get to 1933, when the US air commerce bureau conducted a competition called the Flivver competition, they challenged people to design an aeroplane that would cost less than 700 dollars to build. Many models were submitted in this competition and one of these models was the Aerobile designed by Walda Waterman. This was an aeroplane that looked like a car, it could take flight but never went into production because they were going through the great depression, there were not enough funds to produce it.

Airphibian Flying Car

After so much effort previously, there was something which could be called the first successful attempt which took place in 1945. American inventor Robert Edision Fulton built an aeroplane called the Airphibian. It looked like a proper aeroplane, the only difference was that the front of it could be detached, it took about 5 minutes to convert this aeroplane into a car and the resulting car looked like the front of the aeroplane. For its Era, this airplane was quite innovative, and it got a flight certification from the civil aviation authority, but the aeroplane was that because of the compromise in the design it was neither a good aeroplane that could compete with the other aeroplanes not was it a good car that could complete with the other cars, when it turns into a car it looks really weird. To add to it, in 1945, there were financial problems due to World War 2 and this company could not find investors for this flying car.

Convaircar Flying Car

And then came the Convaircar, industrial designer Henry Dreyfuss attempted this in 1947. This looks like a car stuck with an aeroplane on it. Airphibian looked like an aeroplane completely, but it looks as if the car got stuck to the aeroplane by mistake and is now flying with it. It too took 5 minutes to convert from an aeroplane to a car and by converting it meant detaching the aeroplane part and keeping it aside and then using the front part as a car. It was a great idea for its time and in its third test flight this Convaircar crashed, the pilot checked the reading on the car meter and thought there is enough fuel in the car but aeroplane part fuel was very less which lead to this unfortunate crash, after this crash people lost confidence on it and the investors backed out. The problems with these attempts was that they took a car and took an airplane, and they combined them as they were. A true flying car would be one that could actually transform from an aeroplane to a car; the two can’t simply be combined nearly to detach the part of the aeroplane when the car is used.

Taylor's Aerocar

Morton Taylor was the first person to decide to work on the design of Airphibian and to make the wings of the aeroplane foldable so that when it has to be used as a car the wings could be folded and stored behind the car. This came true in the year 1949, it was named Taylor’s Aerocar. They got the certification and the approval for mass production, but the problem was that they needed at least 500 advance orders before mass production could begin. And there were not enough people interested in it, so they couldn’t even get the 500 orders, so the deal had to be called off. At this point the company Ford was quite close to buying this Taylor Aerocar but that deal couldn’t be finalized either. There was a scarcity of funds but perhaps a bigger problem was the lack of technological advancement, we didn’t have the technology to build a true flying car.

also read : how to automatically delete unnecessary emails from your gmail?

Flying Cars Of 21st Century

In October 2021, a Swedish company called Jetson Aero presented their Jetson 1 airplane to the world. As you can see in the picture below it doesn’t look like a car at all, rather it can be called an extra-large drone because it flies like a drone. a person sits inside it and pilots it around. It is a single seater vehicle. only one person can sit inside it. they had started working on it in 2017.

The first prototype was ready in January 2018, and it had its first successful flight too, but they introduced their company and presented their second-generation prototype to the world in October 2021. Its speciality is its design. A helicopter requires a helipad for takeoff and landing, but Jetson 1 is too small that it can land on or takeoff from anyone’s roof or garden. to keep it light weight its frame is made of aluminium and it weighs only 86 kg. It is very light. And the person sitting on it can weigh up to 95 kg. perhaps the most interesting thing is that you wouldn’t need a pilot licence to fly it because according to the US laws there is no need of a pilot licence for a home build single seater aircraft, since it is a single seater aircraft only one person can sit in it and its home-built aircraft too, because if you buy it, it will reach you 50% assembled.

You can order it from anywhere in the world the way that the company ships this to you, you need to assemble it yourself, so it comes under the category of home build category. With this the legal hassles for the company are reduced. Because the company would no longer be responsible in case of any accident because you have put it together. Jetson 1 is truly very futuristic but it cannot be practically used much because you can’t fly it at night, you can’t fly it over city traffic because there are restricted air space, and generally it is quite difficult to fly a camera drone nowadays, so it will be very difficult to get permission to fly this, but the are co-founder, Peter Ternstorm, has said that they are not trying to solve a problem in the world they are simply promoting it as a fun activity. He states that it is fun to fly it. you can guess the origin of the name of the company Jetson, if you recall the Jetson used to be a cartoon a while ago and the futuristic aircraft used by the Jetsons family to travel looks somewhat like this, so they tried to copy that design and took inspiration from it. so, this Jetson 1 cannot be termed as a proper flying car because it cannot run on the road but there is another company in Slovakia, they presented their Aircar to the world in February 2022.

Aircar

There is a company in Slovakia, which will represent their Aircar to the world in February 2022. It is a flying car in true essence, friends. It is very clear that to build such a technology we need skillful engineers and out of the world innovation.

● So What's Special About Aircar?

It completed its first intercity flight in June 2021 from the international airport Nitra to the Bratislava airport. Both cities are in Slovakia and Slovakia is an eastern European country. In February 2022, the transport authority of Slovakia gave it clearance for takeoff; it received the certificate of airworthiness. the European aviation safety agency’s all testing safety standards are obeyed by the flying car. This is the first flying car to actually look like a flying car. They used a BMW car as a base and had wings attached to it.

The attempt 60-70 years ago was when they tried to stick a part of the aeroplane to a car. But this is the first attempt where the wings come out of the car. no special fuel is needed to fly it.

The petrol that you get at the petrol station is enough to fly this car because the 1.6 litres BMW engine is there. while flying this Aircar can reach a height of 8000 feet and it can fly at a speed of 190 km/hour and a maximum of two people can sit in the car, and to transfer from an aeroplane to a car it takes only 3 minutes. The way it transforms is the wings can be folded to the back and everything is automatic. there is no need to unscrew anything or to separate anything,it is all in one piece.

On the road this Aircar would look like as it can be seen in the picture, it almost looks like a normal car on the road but it is little overboard from the back which is not bad because some cars are longer at the back. one thing certain to fly this is you would need a pilot licence because it needs a proper runway to take off. The AirCar has completed more than 200 take-offs and landings, so there is no doubt that it is a successful flying car. If you want to buy it, how much would you need to pay…?

It is said that it will start from 500000 dollars ranging upto 1 million dollars depending upon the model you want to buy. And within 12 months it will become commercially available meaning you can buy it in the market then. the founder of the Jetson 1 stated that they see their aircraft as a fun activity, it supposed to be a fun activity but the company that has made the Aircar, the company name is KLEIN VISION, they believed that this air car will replace helicopters in the future because the internal combustion engine of a normal car is used in it which would mean that it’s very energy efficient.

Normally to fly helicopters and aeroplanes a bigger amount of fuel is used, they also require special fuel but as this Aircar can fly with a car engine, it can be assured that in the future it wouldn’t be that difficult or costly to use the electric mechanism to fly this Aircar. It means that a fully and truly electric Aircar would be possible, it would also be good for the environment and pocket of the people in comparison to helicopters and normal airplanes.

What Are The Uses Of Flying Car?

● Advantages :-

The most important use of these flying cars is said to be for emergency services such as for ambulances, fire engines or for the police or one advantage would be that it would be easier to use than helicopters and there is no need to build separate infrastructure for them. Trains require railway tracks, metros require tunnels, cars require roads but for the flying cars we can use the infrastructure that always exists. Another major advantage of these is that they are very flexible, talking about Jetson 1 aircraft they can land and take off from anywhere. We will get end-to-end connectivity here and obviously the environmental impact can be reduced drastically, because normally cars take a long time to cover long distances but flying cars would be able to do it faster and they will consume less energy as well.

Read Full Article:-

#flyingcar #technology #new technology #flying car #trending #viral

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sentinelchicken · 2 years

Photo

N472UP at touchdown on 13L at DFW on a rare crosswind day this past fall. ⁣ ⁣ UPS’s fleet of 757-200 freighters are powered by both Pratt & Whitney PW2040 engines and Rolls Royce RB.211-535E4 engines. Why the mix? ⁣ ⁣ The first 35 aircraft delivered from October 1987 to October 1993 all had PW2040 engines. The rest of the 757s delivered from Boeing from July 1994 to the last one delivered in September 1998 have RB.211 engines. Both Pratt & Whitney and Rolls Royce competed vigorously for the engine order with Pratt edging out Rolls to use the PW2040 on the first block of aircraft. Pratt promised 7% better fuel burn than Rolls but it only came out to 2% at best. ⁣ ⁣ Combined with reliability issues, for the next block of 757s, UPS went with the RB.211 which ended up costing less to maintain with better reliability, despite its higher fuel burn. In other words, the higher fuel burn and subsequent higher fuel costs were more than readily offset by the reduced maintenance costs of the Rolls-Royce engine. There was a point in the mid-1990s that PW2040 customers were averaging about 3750 takeoffs between engine overhauls (they had promised UPS 7500 takeoffs between engine overhauls). At the time it wasn't unusual for a 757 RB.211 operator get 12,000-15,000 takeoffs between engine overhauls. ⁣ ⁣ Subsequent upgrade kits have improved the PW2040 engine reliability. ⁣ ⁣ The PW2040s are also a bit louder, particularly in reverse thrust. This can be an issue for night time operations at some airports. That’s why UPS’s 757 fleet has both engine types. It wasn’t in vain for Pratt & Whitney, though. The PW2000 UPS experience taught them well and they pulled out the stops to win the engine competition with the PW4000 series to power UPS’s A300-600 freighters.⁣ ⁣ #avgeek #aviation #aircraft #planeporn #DFW #DallasFortWorth #Texas #airport #planespotting #instaplane ⁣ #Boeing #757 #UPS #Airlines #N472UP⁣ #instagramaviation #splendid_transport #instaaviation #aviationlovers #aviationphotography #flight ⁣ ⁣ #AvGeeksAero #AvgeekSchoolofKnowledge #AvGeekNation (at DFW Airport) https://www.instagram.com/p/CebNDoRu6Vg/?igshid=NGJjMDIxMWI=

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vipinmishra · 2 days

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Aerospace 3D Printing Market Surges with Rise in Lightweight Component Demand

Rapid prototyping in the aerospace sector and the increase in the utilization of light weight components is driving the Global Aerospace 3D Printing Market.

According to TechSci Research report, “Aerospace 3D Printing Market- Global Industry Size, Share, Trends, Competition, Opportunity, and Forecast, 2018-2030”. Global Aerospace 3D Printing market is growing because traditional materials are being replaced with new, lightweight, high-strength materials, which is an efficient way to achieve the goals of lowering emissions, using fewer materials, and improving fuel efficiency. The 3D printed components are highly used for rapid prototyping in the aerospace industry and the companies have started using engine components made from a 3D printed process. In addition to manufacturing expenses, maintenance costs can be decreased as well because 3D-printed parts require less maintenance.

Other than material expenses, the price of printing 10 pieces of the same product versus 10 pieces of ten distinct products is the same. The addictive manufacturing process is helping in making the components cost effective and light weight. All these factors are driving the growth of the global Aerospace 3D Printing Market during the forecast period.

To increase the usage of 3D-printed parts and components in more advanced aircraft and spacecraft, several aerospace OEMs are now funding extensive research programs. Additionally, the adoption of 3D-printed parts is expanding in the aftermarket sector since doing so could ease the strain on conventional supply networks. period. The advantages that 3D printing provides have made it more widely accepted in the aviation industry. With shorter lead times, lower prices, and more digitally flexible design and development techniques, 3D printing generates parts.

Both customers and manufacturers experience significant cost savings because of the adoption of 3D printing. However, the COVID-19 has impacted the industry as because of lockdowns and other curbs all the manufacturing process was hampered, and this has resulted in the decline in the growth of the market. However, in the forecast years the Global Aerospace 3D Printing Market will exhibit higher growth rate.

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The Global Aerospace 3D Printing Market is segmented based on application, material type, printer technology type, by region, and by company. Based on application, the market is further divided into aircraft, unmanned aerial vehicles, & spacecraft. Based on material, the market is bifurcated into alloys & special metals. On the basis of printer technology, the market is further segmented into SLA, FDM, DMLS, SLS, CLIP and others.

Some of the major companies operating in the Global Aerospace 3D Printing Market include:

Aerojet Rocketdyne Holdings Inc.

MTU Aero Engines AG

GE Aviation

Stratasys, Ltd.

The Exone Company,

Materialise NV

3D Systems, Inc

Hoganas AB

Envisiontec GmbH

EOS GmbH

These are the key players developing advanced technologies and launching new products to stay competitive in the market. Other competitive strategies include mergers with the research and development firms, new product developments, and marketing activities to increase customer outreach. These companies are also focusing on meeting the regulations of different regional governments and are also partnering with different defense research bodies to stay competitive in the market.

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“In the next few years, 3D printing is anticipated to develop into a speedy method for producing low-volume parts that can be used in the mass manufacturing of the components of big metal and the process is also used in the prototyping of the component. The advancements and technological innovations in the industry is expected drive Global Aerospace 3D Printing Market growth” said Mr. Karan Chechi, Research Director with TechSci Research, a research-based global management consulting firm.

“Aerospace 3D Printing Market- Global Industry Size, Share, Trends, Competition, Opportunity, and Forecast, 2018-2030” has evaluated the future growth potential of Global Aerospace 3D Printing Market and provides statistics & information on market size, structure, and future market growth. The report intends to provide cutting-edge market intelligence and help decision makers take sound investment decisions. Besides, the report also identifies and analyzes the emerging trends along with essential drivers, challenges, and opportunities in the global Aerospace 3D Printing Market.

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digitalwibe · 2 days

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Germany Aerospace Bearing Market Research : Global Economy, By Penetration, Forecast, 2024-2032.

The German aerospace bearing market is a vital component of the country's aerospace industry, supporting aircraft manufacturing, maintenance, and repair operations. Aerospace bearings are critical components that ensure smooth and efficient operation of various aircraft systems, including engines, landing gear, and control surfaces. Let's delve into the key dynamics shaping this market.

Market Overview: Germany boasts a strong aerospace industry, with companies like Airbus Defence and Space, MTU Aero Engines, and Liebherr-Aerospace Lindenberg GmbH leading the sector. The German aerospace bearing market benefits from this robust industry, with a focus on innovation, precision engineering, and quality manufacturing. Bearings are indispensable components in aircraft systems, providing support, reducing friction, and enabling precise movement in critical applications.

Technological Advancements: Technological advancements in materials science, design optimization, and manufacturing processes drive innovation in the German aerospace bearing market. High-performance materials like titanium alloys, ceramic composites, and advanced polymers are utilized to develop bearings with superior strength, durability, and reliability. Innovative design concepts and precision machining techniques enable the production of bearings with tight tolerances and exceptional performance characteristics.

Maintenance, Repair, and Overhaul (MRO) Operations: Germany's aerospace bearing market benefits from a robust MRO industry, offering comprehensive services for the maintenance, repair, and overhaul of aircraft components, including bearings. MRO facilities specialize in bearing inspection, refurbishment, and replacement, ensuring the continued airworthiness of aircraft fleets and optimizing the performance of critical systems.

Regulatory Compliance and Safety Standards: The aerospace industry in Germany adheres to stringent regulatory requirements and safety standards established by authorities such as the European Union Aviation Safety Agency (EASA) and the German Federal Aviation Office (LBA). Aerospace bearings undergo rigorous testing and certification processes to ensure compliance with airworthiness regulations and maintain the highest levels of safety and reliability in aviation operations.

Market Trends and Opportunities: The German aerospace bearing market is witnessing several trends and opportunities. The increasing demand for lightweight and durable bearings to support the development of fuel-efficient aircraft, the adoption of advanced technologies such as self-lubricating and corrosion-resistant bearings, and the growing emphasis on digitalization and predictive maintenance solutions to optimize bearing performance and reduce downtime are some of the trends shaping the market landscape.

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Challenges: Despite the opportunities, the German aerospace bearing market faces challenges such as intense competition, cost pressures, and supply chain disruptions. Additionally, the COVID-19 pandemic has impacted air travel demand and led to temporary disruptions in aircraft production and aftermarket activities, affecting the demand for aerospace bearings and related services.

Future Outlook: Looking ahead, the German aerospace bearing market is poised for continued growth driven by factors such as increasing aircraft production rates, technological innovation, and the demand for fuel-efficient and environmentally sustainable aircraft solutions. Collaboration between aerospace manufacturers, bearing suppliers, and regulatory agencies will be essential in driving innovation, ensuring regulatory compliance, and maintaining Germany's position as a global leader in the aerospace industry.

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#Aerospace Bearing Market #SkyBoundBearings #FlightFlexBearing #AeroBearingAdvantage #JetSetBearings

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usafphantom2 · 10 months

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Fighter pilot shares Top Ten Myths about 1-v-1 Air Combat

Hush KitAugust 6, 2023

10 things you shouldn’t believe about air combat

A lot of bollocks is talked about air-to-air combat, so in an effort to dispel some popular myths we approached former Air Warfare Instructor Paul Tremelling to separate the wank from the chaff. Paul is a former Sea Harrier, Super Hornet and Harrier pilot and author of this book. Over to Paul.

I’ll be honest with you. I may not have read the question which is a cardinal sin. Air combat could well mean just about anything to just about anyone. When asked for my thoughts my mind immediately went to 1 v 1. Usually assumed to only occur in the visual arena; sometimes termed Air Combat Manoeuvring, sometimes termed Basic Fighter Manoeuvres (following the usual trend for pointless rebranding), once upon a time called a ‘Dog Fight’ because ‘Cat Fight’ was already taken. That’s what came into the mind’s eye. Probably because (with the notable exception of watching a Leopard tank drive over a house one day) manoeuvring close in is probably responsible for the most compelling and exciting things my eyes have ever been asked to take in. It’s also responsible for significant periods of my eyes not working…

The idea of 1 v 1 combat is an amalgam of various threads. It makes sense that in a field where there could be a winner and a loser that there are grounds for competition. It makes sense that if one is interested in a certain technology or a given profession, then you might want to know what or who is the best at it. It makes sense from a historical stand point that one could get a relatively accurate idea about warfighting prowess in a much simplified event that closely resembled a sport. This is how we got jousting and in a historic echo this is probably why we refer to Air Combat Manoeuvring as ‘the sport of kings’; despite the very low propensity of the royals to actually give it a crack. All this combines to make 1 v 1 air combat a ripe breeding ground for all kinds of myths, misconceptions and outright lies – because the picture we have in our heads is of duelling knights obeying the rules of chivalry; going about their business to prove a simple point; probably in peacetime on largely similar mounts, on a flat field, in nice weather, both armed with the same long pole. This is a petri dish for nonsense because all sorts of things happen when lives aren’t at stake and when we try to make some incredibly complex terrain fit our ineptly simple map. 1 v 1 combat is actually about killing the opposition, who happens to be in an aeroplane. It’s about lethality, survivability, g, power, lift, speed, sensors and countermeasures. Air combat should really be viewed as jousting but where a knight is on the ground breathing his last having been shot by an archer (pun possibly intended) he knew nothing about…

A few myths for you to consider.

10. It’s all about the jet ‘God doesn’t play Top Trumps’

This is of course nonsense. We know that it’s nonsense. We even prove to ourselves that it’s nonsense by using phrases such as ‘if flown by equally talented pilots’ when comparing aircraft to show that we understand human ability has to come into the equation at some point. So how do we get ourselves into this irreconcilable piece of the Venn diagram? It’s because we have favourites. Usually based on some bias or ignorance. Which is fine – we probably mean that it’s mainly about the jet. We can probably agree that the aircraft as a weapon system is critical, but the weapon system is the aeroplane, the cueing system, weapons, the sensors, the countermeasures, other stores and the fuel load. All of which can vary dramatically from mark to mark, country to country, unit to unit and day to day.

9. These jets can always take a pounding ‘Fragile jetsculinity’

Think about an aircraft’s construction. How much of it is unnecessary? Probably very little. Unnecessary stuff costs money and adds weight. I take the point that people build in redundancy into warplanes such that they can take damage. Some warplanes can take one hell of a beating. The A-10 springs to mind. The Super Hornet had so many redundant systems that learning them was a pain. But what do you actually want a weapon fragment or 30mm (or so!) piece of metal to do? Hit something vital. How many flight paths are there through a warplane that a 30mm hole can take without hitting something? Not many. How many jets can take a missile hit in the cockpit area and survive with an intact pilot? Not many. Think about it from a weapon designer’s standpoint. He/ she wouldn’t really be earning their pay if it couldn’t crack the one job it had. Obviously things change. In World War 2 aircraft being full of a whole heap of nothing could, and did, take hundreds of rounds on occasion. The point is simple. One shell can be enough. Particularly in modern aircraft. I lost a friend to an accident that to the best of my knowledge was caused by ingestion of a single pebble – a 30mm shell is going to do more damage than that. Even if a single shot isn’t fatal – it could lead to one that is. The obvious corollary to this is that pretty much no weapons deliver a perfect kill per shot. Some fail on the rail, some in flight…and that’s before we get into weapons launched a little outside max range, a little inside minimum range or with a little too much alpha or crossing rate…those ones may not won’t work at all!

Buy The Hush-Kit Book of Warplanes here, and support Volume 2 here.

8. Rear hemisphere guns ‘Mauser bowser’

The gun is dead handy. It is a very effective weapon so long as you can use onboard sensors, aiming symbology, skill and luck to get your bullets into the same bit of sky as an enemy. There is a myth, or at least a very clear but erroneous picture in our minds of guns kills being scored from the rear hemisphere. Of course they are and of course that is common in training. Why? Because training rules prevent you from executing a head sector shot for reasons of collision risk and because ‘slashing’ guns kills are hard to validate on tape. A kill is a kill.

Credit: Syairazie Sabiyar of Malaysia Military Aircraft Photograph

Every head sector pass is a guns kill begging to be taken. Invariably in training we will brief something along the lines of ‘Take pre-merge shots but only post merge shots to count’. This is due to the need to get into the training but in so doing we are making things significantly artificial as a good game’s a fast game and if someone’s trying to kill you then removing them sharpish is a great idea. Removing them before the fight’s even got going is a brilliant idea. I’d dearly like to engage in Basic Fighter Manoeuvres but not quite as much as I’d like to gun you in the face. The same is true of the slashing or waiting guns shot.

This involves thinking or suspecting that the enemy is going to fly through your HUD and firing with the correct amount of anticipation such that they and your deadly shot string arrive at the same time. As above…it may only take one.

7. Medium range weapons ‘Bring a cricket bat to a boxing match’

1 v 1 combat can obviously be practiced at any range you want – it just gets a little more fruity as the range decreases. This means fights can be made to fall into two buckets – beyond and within visual range. Our vision of 1 v 1 tends to be within visual range. This division is straight forward but has a number of draw backs as rules and exceptions appear neatly stacked. For example: If I know exactly where an enemy aircraft is because I can see them with my own eyes but we have yet to manoeuvre aggressively in relation to each other – has anything changed spectacularly from a second ago when I knew exactly where he was because my radar was kind enough to tell me? No. Obvs. Just because I am manoeuvring visually with an opponent does that mean that my medium range weaponry is useless? No, of course not. Some medium range weapons are truly fearsome in the visual arena and actually (think about it) have more energy than their shorter range cousins so may turn out to be the weapon of choice. It is more than possible that your medium to long range weapon is useless in a short range fight because no-one told the designer that you’d like it to work there…or the designer took the presence of the short range weapon as an excuse to over look that part of the envelope. It’s worth checking. Long and the short of it (see what I did there) it’s worth checking because your medium range weapon might well be the weapon of choice.

6. Flares work ‘Who flares wins?’

Yes of course they do. Sometimes. Do they work all of the time? No, they are clever but so are seeker heads. RF countermeasures work as well. Sometimes. They may even accidentally cause a weapon to detect a target that isn’t there and prematurely detonate. But that’s a bit of an outlier. I’m sure that most readers of this would understand that Infra Red Countermeasures don’t work at all against guns and RF guided weapons. I speak as someone who deployed IR Counter Measures against a Surface-to-Air threat that I knew was a visually aimed gun…but doing nothing felt weird. Doing something, as it turned out, felt stupid. I never really got it straight in my own mind whether or not to use counter measures pre merge – on the grounds that in my small and camouflaged aircraft, not moving relative to the enemy – I would also be unleashing dazzlingly bright magnesium. As a wise USAF head said to me one day ‘Better to be seen than be dead’. That’s true, but it’s also true that if you’re not seen they may find it harder to kill you. The counter-counter argument is that weapons are so damn fast these days that holding onto your flares until you see a launch may produce sub-optimal results. Countermeasures may work. It’s not guaranteed and one thing we can all agree on is that they will definitely run out! Shall we just leave it at that?

5. Opinions ‘Zero G contract killers’

I wanted to put this first, but thought better of it as you may give up at this point and at least you’ve read half the article. Your opinion doesn’t matter. Neither does mine so don’t get upset. What matters is the science, the context and the pilot’s ability. Too many people feel the need, or exercise the right, to talk about 1 v 1 combat without knowing what excess power is, what instantaneous or sustained turning rates are, what the actually weapon engagement zone of a specific weapon is or what sensors the platform can use to throw what shots. We’re back in that silly part of air-to-air top trumps and assignment of fighter capability based purely on what somebody said at an airshow. My brother went to a wedding once. Just about as relevant to the conversation as most opinions. Opinions need to be based upon facts. Facts to which one has actually applied conscious thought and refined with experience. Then you get an opinion. And it may still be bow-lacks.

4. It’s academic ‘If LERX could kill’

It won’t be. I was speaking to a wonderful senior officer from the USAF the other day and he co-located the nail and the hammer’s head very well. We agreed that despite the various air fleets of the free world spending years airborne and billions of pounds of aviation fuel in training – when the fight comes, it’s not going to look like an academic set up. We’re not going to charge at each other from doctrinal ranges. 1 v 1 is highly, vanishingly, unlikely to occur from being in parallel fuselages, at an agreed height and speed, confirming that both aircraft are ‘Tally’ before executing an outward and then inbound turn. Simply never going to happen. The reason we do it is the opposite. We train and train and train because when 1 v 1 happens it will be ad hoc, no notice, unscripted, unusual and fleeting. We need to be able to cope with that and the best way to do so is to give the young warriors of the free world every single opportunity to see just about every sight picture there is – so that when we do actually get into a 1 v 1 they fight and win. Quickly. By killing their opponent. If you ever hear anyone start a sentence comparing jets with the words ‘Well in an academic set up…’ feel free to get on with your pint.

3. It’s uncomplicated ‘Everything Everywhere All at Once’

By this I mean that there is a myth that one can separate 1 v 1 combat from everything else that’s going on. Air Combat is necessarily complex in itself. It’s complicated by everything else. Even if there were no other fighters knocking around, or SAMs playing you’d still have to think about distance from home plate, the weather and other factors. No real point winning the fight and crashing on the way home for lack of fuel. Actually that would be a really good way of getting a Martin-Baker tie and ensuring that you were wined and dined by the weapon manufacturer for ever. This point also talks to the environmentals that no aircraft designer can really account for. From a visual perspective what is the effect on both aircraft of having cloud around. Does it seduce IR weapons? Can it mask a fighter for a critical second? How about looking down over farmland, would that suit a particular camouflage scheme. Is it better to be up in the crystal clear blue stuff or down in the industrial haze? It’ll all depend on your system, proficiency and sometimes just a preference. It may sometimes be similar, but it’ll always be different. We’ve all been in situations where we simply cannot see the other aircraft despite knowing exactly where it is – and we’ve all had the reverse, the lucky spot on a canopy glint. We’ve all tried to run for home and been shot. We’ve all shot a runner. At least one USAF kill in GW1 was down to the enemy fighter flying themselves into the ground. They all count.

2. It’s protracted ‘Time ain’t on your sidestick’

I actually fell out with a USN buddy over this. Not in a fisticuff sort of way but rather a fundamental belief sort of way. This hero, and he was a hero, believed that 1 v 1 combat was a continuum in which one flowed from one manoeuvre into the next. I was very much of the mindset that I would do anything I could to get the first shot off even if that left me poorly placed for a follow on encounter. My rationale was that there wouldn’t be one.

You need to get the nose on ‘HOBS choice’

Typhoon pilot wearing the ‘Warty Toad Hat’ (WTH). Electric hats have changed the game.

Nope. Not anymore. Not for a long time. Helmet mounted displays changed the game a long time ago. Early versions were fielded by the South African Air Force and then on aircraft such as the MiG-29. We all got incredibly bunched about the threat’s ability to throw an off boresight shot at us, before we remembered that we could throw one a similar angle off boresight (away from straight forward) using the radar. Then we got bunched again because working the HOTAS and watching a screen whilst manoeuvring hard isn’t quite the same ‘User Experience’ as some form of evil eye attached to your bone dome. The fact is that helmet mounted cue-ing systems changed the game and in many ways wrote a cheque that High Off Boresight (HOBS) weapons cashed. Why strive to get into the Control Zone (that bit of sky behind the enemy from which he cannot eject you kinematically) when you can simply look at the enemy and unleash a AIM-9X or other similar weapon? These weapons are extraordinary. Some can be launched over 90 degrees off boresight. Just picture what that looks like as compared to the WW1 experience of getting to height, finding the enemy and starting to circle. It looks like anything in your bit of airspace to be shot. We no longer need to stop at HMS either. How about targeting an aircraft that you can’t see other than as a track being passed to you via datalink? Can you imagine how annoying it would be to be in danger of winning a 1 v 1 only to soak up a shot that was cue-ed using a data link track from a third fighter?

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georgemcginn · 4 days

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DOD Featured Photos

Rescue Challenge Soldiers participate in the Rescue Challenge search and rescue competition at the Arlington County F… Photo Details > Fueling Up Airmen refuel a KC-135 Stratotanker on the flight line at Rickenbacker Air National Guard Base, Ohio… Photo Details > Weight Control Air Force Staff Sgt. Constance Philips records the weight of a pallet of cargo in an aircraft hangar… Photo Details…

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apsocial · 5 days

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Revolutionizing Business Operations: The Advantages of 3D Printing

3D printing, also known as additive manufacturing, has emerged as a transformative technology in various industries, from manufacturing to healthcare. By allowing businesses to convert digital models into solid three-dimensional objects, 3D printing offers a host of advantages that can streamline production processes, reduce costs, and foster innovation. This article delves into the significant benefits of 3D printing and how it can be strategically leveraged to enhance business operations.

Understanding 3D Printing

3D printing involves creating objects layer by layer using materials such as plastic, metal, or even human tissue. This technology is driven by digital models and can produce complex shapes that are often challenging or impossible to achieve through traditional manufacturing methods. The versatility of 3D printing has made it a critical tool in prototyping, bespoke manufacturing, and even mass production.

Key Benefits of 3D Printing for Businesses

Cost Reduction in Prototyping and Production

One of the primary advantages of 3D printing is the significant cost savings it offers in both prototyping and production phases. Traditional prototyping methods require expensive molds and tools, but 3D printing eliminates the need for such investments, allowing for the direct creation of objects from digital files. This not only reduces upfront costs but also lowers the expense associated with waste materials, as 3D printing is inherently resource-efficient.

Enhanced Customization Opportunities

The flexibility of 3D printing technology enables businesses to tailor products to specific customer needs without additional production costs. This capability is especially beneficial in industries such as medical devices, where customized implants or prosthetics need to match individual anatomical requirements precisely. Enhanced customization helps businesses improve customer satisfaction and gain a competitive edge in markets demanding bespoke solutions.

Speed and Agility in Manufacturing

3D printing accelerates the production process by simplifying the manufacturing workflow. Companies can quickly design and produce prototypes, allowing for faster testing and refinement cycles. This rapid prototyping not only speeds up product development but also enables businesses to react swiftly to market changes and consumer demands, enhancing overall agility and competitiveness.

Sustainable Manufacturing Practices

Sustainability is becoming increasingly crucial in business operations, and 3D printing contributes positively in this area. By building objects layer by layer, it minimizes waste compared to subtractive manufacturing methods, which cut away large portions of non-recyclable materials. Moreover, the ability to print on-demand reduces the need for inventory storage and decreases the carbon footprint associated with mass production and shipping of excess products.

Complex Designs and Innovation

3D printing allows for the creation of complex and intricate designs without additional cost. This capability fosters innovation by enabling designers and engineers to experiment with structures and materials that traditional methods cannot produce. Such complexity can lead to improved product functionality and performance, unlocking new possibilities in various fields such as aerospace, automotive, and robotics.

Real-World Applications of 3D Printing in Business

Numerous industries are already harnessing the power of 3D printing to enhance their business models. In the aerospace sector, companies are printing lightweight aircraft parts to reduce fuel consumption. In healthcare, bespoke 3D-printed surgical tools and patient-specific models of organs are improving surgical outcomes. Additionally, the automotive industry uses 3D printing for both prototyping and the production of end-use parts, reducing lead times and increasing customization.

Conclusion

3D printing presents an array of opportunities for businesses looking to innovate, reduce costs, and streamline operations. As the technology continues to evolve, its adoption will likely expand, further transforming industry standards and capabilities. Businesses that embrace 3D printing can expect not only to enhance their operational efficiency but also to drive significant advancements in product development and customer satisfaction. By integrating 3D printing into their production processes, companies can position themselves at the forefront of the next industrial revolution, ready to meet the challenges of a rapidly changing market landscape.

#3d printing #3d prints #custom printing

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jetsetgounofficial · 5 days

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The Future Trajectory of the Empty Leg Market and Its Impact on Private Aviation

Private aviation has long been associated with luxury and convenience, offering discerning travelers unparalleled flexibility and comfort. Within this realm, the concept of empty leg flights has emerged as a significant aspect of the industry, shaping the landscape of private air travel. In this article, we delve into the future trajectory of the empty leg market and its implications for private aviation.

Understanding Empty Leg Flights

Empty leg flights, also known as deadhead flights or repositioning flights, refer to journeys undertaken by aircraft without passengers, typically occurring when an aircraft needs to return to its base or reposition for its next scheduled flight. These flights present an opportunity for travelers to access private aviation at a reduced cost, as operators seek to offset expenses incurred during empty segments of their journeys.

Current State of the Empty Leg Market

The empty leg market is dynamic and responsive to various factors, including demand fluctuations, route optimization, and operational efficiency. While it offers cost-saving opportunities for travelers, operators face challenges in maximizing the utilization of their aircraft and minimizing revenue losses during empty leg flights. Despite these challenges, the market continues to witness steady growth, driven by increasing demand for personalized travel experiences.

Factors Driving the Future Trajectory

Several factors are poised to influence the future trajectory of the empty leg market. Technological advancements, such as real-time booking platforms and predictive analytics, are streamlining the process of matching empty leg flights with potential passengers, enhancing accessibility and efficiency. Changes in consumer behavior, including a growing preference for on-demand services and personalized travel experiences, are also reshaping the dynamics of the market. Moreover, economic factors, such as fluctuations in fuel prices and operating costs, play a significant role in determining the viability of empty leg flights.

Potential Impact on Private Aviation

The evolution of the empty leg market is expected to have a profound impact on private aviation. Increased accessibility to empty leg flights may attract a broader range of travelers, including those who were previously deterred by the perceived exclusivity and cost associated with private air travel. Furthermore, changes in pricing dynamics driven by market forces and technological innovations could make private aviation more competitive compared to commercial airlines, particularly for short-haul routes.

Challenges and Opportunities

While the future trajectory of the empty leg market presents promising opportunities for growth and innovation, it also poses several challenges for operators. Operational inefficiencies, such as aircraft positioning and scheduling constraints, remain significant barriers to maximizing the potential of empty leg flights. However, advancements in technology and strategic partnerships with other industry stakeholders offer avenues for overcoming these challenges and capitalizing on the opportunities presented by the evolving market landscape.

Regulatory Considerations

Regulatory considerations also play a crucial role in shaping the future of the empty leg market. Compliance with aviation regulations, including safety standards and airspace restrictions, is paramount for operators to ensure the seamless operation of empty leg flights. Additionally, changes in regulations governing private aviation, such as airspace liberalization and air traffic management reforms, could have implications for the accessibility and competitiveness of the empty leg market.

Key Players and Market Dynamics

The empty leg market comprises a diverse array of operators, including charter companies, fractional ownership programs, and jet brokers. Competition within the market is fierce, with players vying for market share through innovative pricing strategies, route optimization initiatives, and customer-centric services. As the market continues to evolve, partnerships and collaborations between industry stakeholders are becoming increasingly prevalent, driving consolidation and shaping market dynamics.

Future Projections

Looking ahead, the empty leg market is poised for continued growth and evolution. Industry forecasts predict a steady increase in the demand for private aviation services, fueled by changing consumer preferences and economic factors. However, the market is also susceptible to disruptions, such as geopolitical tensions and global economic downturns, which could impact travel patterns and demand for empty leg flights. Nevertheless, the resilience and adaptability of the private aviation industry are expected to mitigate potential challenges and pave the way for sustained growth in the years to come.

Conclusion

In conclusion, the future trajectory of the empty leg market holds significant implications for the private aviation industry. Technological advancements, changes in consumer behavior, and regulatory considerations are among the key drivers shaping the evolution of the market. While challenges remain, opportunities for growth and innovation abound, positioning the industry for continued expansion and transformation.

#empty leg #empty legs #empty leg india #book empty leg

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